DE32361C - Coupling for railroad cars - Google Patents

Description

IMPERIAL

PATENT OFFICE.

PATENT LETTERING

CLASS 20: Railway operations.

CARL LUDWIG SCHULZE in BERLIN. Coupling for railroad cars.

Fatentirt in the German Empire from the left. October 1884.

The housing to be fastened to the underframe of the car consists first of all of the angle plate P, which is used to fasten the actual coupling housing both to the car and to accommodate the individual parts themselves, as well as the slide to be screwed to the head sill at the same time, Figs. 3, 4, 7, 8 and 6, is used.

It is made up of wrought-iron side walls rr riveted to P by means of ^{iron r 1} r ¹ , which are stiffened by stud bolts. The lower, each attached to rr angle iron r ² r ² , Fig. 7 and 8, take the bearings / / and Z ¹ Z ¹ for the shafts A and D.

The coupling hook consists of the actual coupling respectively. Draw hook A ¹ and the rack A ² , on which the draw hook A \ Fig. 3, 4, 6, 9 and 10 is rotatably attached by means of bolts α. The rack A ² is toothed only at the free end, while the front, smooth part (of square or rectangular cross-section) secures the guidance in the groove s ^{2 of} the slide S. The toothed wheel A ³ , which is keyed on the shaft A , engages in the toothed rack A ² . This shaft A, Fig. 1 and 2, lying transversely under the car, is supported on the one hand in the bearings II, Fig. 5 attached to the wheel arch, on the other hand in the bearings screwed onto the longitudinal members of the car frame and each with levers at the ends A ^ A ⁱ _: Fig. 2, provided that these can be conveniently handled from the side of the cart.

The total length of the rack A ² is dimensioned in such a way that when the uncoupling position is reached, the head of A ^{2 is driven} out of the guide s ^{2 of} the slide S, that is to say the draw hook A ¹ fastened in A ² hangs down by its own weight, FIGS 2, carriage II, Fig. 4 and 9, and the rack is completely in the housing rr .

The position of lever A * is almost horizontal. The length of the draw hook A ¹ and the shape of the actual draw and coupling hook is such that it always engages securely in the coupling bracket of the other wagon, whether it is normally loaded or empty.

The coupling bracket B ^{1 of} this side coupling is fastened by the pull rod of known construction, which runs through the entire length of the car and which is provided with any desired tensioning device that can be operated from the side, of the following type:

The free. The end of the tie rod B ² has a reinforced part B ³ of square cross-section, which is guided in the wheel frame rr and plate P. The rounded head of B ³ , Fig. 9 and 10, and Fig. 2, carriage II, comprises the fork-shaped coupling bracket B ¹ , which is fastened in a known manner by means of screw bolts b etc.

In relation to the underlying slide S , the height of B ² respectively. B ^s and B ¹ arranged in such a way that, due to its own gravity, the bracket B ¹ partially rests on S , so it must always be in a horizontal position and a downward rotation or inclination is excluded. The rotatability upwards in the vertical plane, i.e. an event, lifting of the bracket is therefore possible, so that in the event of an event,

The strong collision or impact of the uncoupled bracket B ¹ of one car cannot damage the coupled one of the other car, but the former lifts itself, as shown in Fig. 9, but with consideration that ^ ¹ should be coupled.

Between the reinforcement S ³ and its abutment b ¹ , a strong spiral spring b ^{2 is} pushed onto B ² for the purpose of automatically pushing the bracket B ¹ forward.

Before explaining the handling of this coupling, let the parts of the fuse the same can be described in the following:

The securing of the coupling, for the purpose of preventing unintentional disconnection, consists of a bolt Z) ¹ , which is in the cutout a ^{l of} the rack A ^{2 of} the coupling and. Draw hook A \ Fig. 3, 6 and 8, engages automatically when the coupling of two cars, Fig. 1 and 2, car I, is completed.

The bolt D ¹ is toothed on the lower part D ² , and in this toothing D ² a gear wheel JD ³ engages, which is keyed on the shaft D and locked in the wheel housing. The shaft D is arranged and supported analogously to the shaft A. ^{The lever D 4 of} the shaft D is located close to the lever A * on each side of the carriage . However, this lever D ⁴ still carries a counterweight D ⁵ , Figs. 3, 4, 5, 7, 1 and 2 at its free end .

The handling and operation of this previously described side clutch is now the following:

The coupling of two carriages takes place, as mentioned briefly at the beginning, by the single downward rotation of the lever A ⁱ by 90 ^° , FIG. 1, carriage I, from the side of the carriage. By this rotation of A ⁱ respectively. Shaft A and gear A ^a , the rack A ^{2 is} pushed back and also pulls back the pulling hook A ¹ , FIG. 4, which was previously located outside the slide. The outer edge of the slide S now forces in conjunction with the straight line in S. and the rotatable arrangement of A ¹ to bolt a, the towing hook, while a straight backward movement, to lift α rotate until it comes to lie in the horizontal direction, and the clutch yoke B ¹ is spreading in this case at the same time (as previously described) of the other Carriage, Figs. 1 and 2, carriage I, and Figs. 3 and 6, a. At the same time, the section a ^{1 of} the rack A ^{2 of} the draw hook A ¹ moves over the bolt D ¹ into the wheel arch, and the almost horizontal lever D ⁴ falls down as a result of the counterweight D ⁵ , because the bolt D ^{1 is} no longer against the rack D. ² , and by this automatic rotation of the lever D * of the shaft ß ³ and the gear D ^2, the bolt D ^{1 is} lifted automatically. In this way, the coupling with simultaneous self-locking BEZW. Locking the clutch causes.

The decoupling or uncoupling is done by lifting the counterweight D ⁵ respectively. Lever Z) ⁴ , whereby the bolt Z) ^{1 is} pushed out of the section a ^l of A ² , and by lifting BEZW. Rotation of the lever A ^, which, as described, the rack A ² , Fig. 4 and 9, ι and 2, carriage II, is pushed forward, the head of the same emerges from the carriage S and the coupling hook A ^{1 down} by its own weight , ie from the bracket B ^{1 of} the other car, Fig. ι and 2, car Y ₁ falls.

In this way, the uncoupling is done in two steps: lifting Z) ⁵ respectively. D ⁴ and rotation of the lever A ¹ effected from the side of the carriage. -

Not only the so significant simplification in the handling of the side ^clutch; but also the low production costs of the same are of advantage that should not be underestimated.

Claims (1)

PATENT claims: In the case of a side coupling for railway vehicles, the arrangement of the coupling hook A ¹ rotatably arranged on a rack A ^{2 that can be moved} in the slide S in connection with the coupling bracket J3 ¹ , which is attached to the drawbar B ^{2 of} known construction that extends through the entire length of the carriage, and the Arrangement by means of levers ^ 4 ⁴ , shaft A, toothed wheel A ³ , rack A ² with cut-out a ¹ and slide S, to effect the coupling of two carriages by a single turn of lever A ¹ by 90 ^{0 in} such a way that the combination of counterweight Z) ^B on lever i> ⁴ , the shaft D with the gear D ³ and toothed bolt D ² respectively. D ¹ the securing is also carried out at the same time as the coupling, in conjunction with each other. For this purpose ι sheet of drawings.